Fluid-pressure brake.



No. 665,686. Patented 1an. 8, |90I.

M. W. HIBBARD.

FLUID PRESSURE BRAKE.

(Appli s a1 1900.1

2 Sheets-Sheet 2.-

1 bolts 3.

UNITED STATES MAURY IV. HIBBARD, OF CHICAGO, ILLINOIS, ASSIGNOR TO RICHARD FITZGERALD, OF SAME PLACE.`

FLUID-PRESSURE BRAKE.

SPECIFICATION forming part of Letters Patent No. 665,686, dated January 8, 1901. Application iiled August 1, 1900. Serial No. 25,521. (No model.)

To all whom, it may concern.-

Be it known that I, MAURY W. HIBBARD, a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Fluid-Pressure Brakes, of which the following is a specification.

My invention relates to improvements in l uid-pressi] re brakes; and its object is to provide simple and elicient means to prevent the unauthorized opening or the taking apart of the actuating-valve, commonly called the triple valve.

W'hen cars are not in actual use, as when standing on side tracks, switches, or in railroad-yards, it is of frequent occurrence that the cap or cover of the triple valve is removed by thieves by unsc'rewing the usual cap screws or bolts, and the working parts (usually brass) of the valve device are stolen therefrom. This not only entails heavy eX- pense on the railway company in replacing the stolen parts, but renders inoperative every valve so tampered with. To provide suitable and eflicient means for preventing unauthorized entrance into the valve device is the object of my invention.

In the drawings, Figure 1 is an elevation, partly in section, of a valve substantially as illustrated in my Patent No. 644,356, issued on February 27, 1900, in combination With which l have chosen to illustrate my invention for the sake of a proper disclosure and understanding of the same; Fig. 2, a section on line 2 of Fig. 3; Fig. 3, an end elevation of my valve with the lock or clamp in place, and Fig. a a sectional elevation on line 4 of The valve-casing 1 of my valve device is closed at its end by means of a cap or cover 2, secured to the casing by cap-screws or by This cap has a passage 4E, communicaring with the train-pipe nozzle 5 and also with the chambers in which the working parts operate. A clamp or bracket 6 hasa hook 7 at one end to engage under a lip or flange S on the valve-casing. The clamp spans the cap or cover, and iu order to prevent lateral movement with respect thereto the central vertical rib 9 of the cap may be cut away to receive such clamp.

The other end of theclamp has a spring-barrel 10, in which operates a locking-bolt comprising a bolt-head 11 and a stem 12. The bolt is normally outwardly pressed by a spring 13 and 55 its stem is of such length as to contact the inner end 14 of the barrel when the bolt-head has just cleared the surface of the clamp adjacent the valve-casing.

The valve-casing has a cylindrical chamber 6o or passage 15 immediately opposite the bolthead when the clamp is in place and of a size to receive such head, which chamber may, if desired, be provided with a bushing 16. A loose piston 17 is adapted to travel Within 65 this cylinder and to contact and move the bolt, as hereinafter described. A passage 18 leads from this chamber 15 from the rear of the loose piston and upwardly therethrough t0 the face of the casing proper next to the 7c cap.

In the cap is provided a hole of greater diameter and screw-threaded at its outer end and forms at its inner and smaller end an air-passage 19, communicating With passage A1, as clearly illustrated in Figs. 2 and 3. A set screw 20, received by the larger and screw -threaded portion of the hole, has a valve end 21, adapted to seat on a bushing 22, which is preferably provided and ar- 8o ranged at the head of passage 19. The function of this set-screw or valve is to govern the ow of fluid-pressure from the brake system and passage 19 into another passage 23, drilled or cored into the cap.

To connect passage 23 With passage 1S, I prefer to utilize the gasket 24, usually or always placed between the valve-casing and cap. To this end the gasket is properly cut to provide the connecting-passage 25. It Will, 9o however, be perfectly obvious that not only this connecting-passage, but also the other passages, may be changed in their location or relative position so long as the required functions are attained.

The clamp or lock is attached and detached in the following manner: The triple valve being in place With the cap or cover bolted on, the clamp is hooked under the lip or flange of the valve casing or body and passes over roo the cap. Its other end is brought to the opposite side of the casing in such position that the bolt will enter the cylinder or chamber, the spring forcing the same therein. The cap is now not only bolted on, but is locked against unauthorized removal. The clamp can be removed only when the valve device is charged with air, inasmuch as in the construction shown the bolt or lock is controlled by air-pressure. Inasmuch as the valve device is charged or can be charged when it is desired to open the same for inspection or repair by authorized parties, the clamp is readily removable by such parties. To remove the clamp, the set-screw or plug 2O is unscrewed in order to unseat its valve, whereupon the pressure from the inner part of the valve will flow through passages 19, 23, 25, and 18 to the chamber l5 behind the loose piston, which is thereby forced outwardly, carrying the bolt-head with it. At this time the meeting faces of the piston and bolt head will be on the junction line or plane between the clamp and valve-body, so that the clamp may be removed and the cap may be taken oli` in the usual Way. 'Io prevent the piston from being blown out by the pressure, the plug-valve may be seated before the clamp is removed.

The stealing of the working parts of a iiuidpressure brake occurs only when the cars are on asiding, switch, orin the yards and disconnected from alocomotive, and at these times there is no air in the valve device. Gonscquently the bolt cannot be Withdrawn from the valve-body and the clamp and cover cannot be removed.

While I have herein shown' and described my invention as applied to my type of valve as set forth in my patent before referred to, it is to be understood that thesame is readily applicable to other kinds or makes of valves. Furthermore, it will be understood that I use the term triple valve in its loose or popular way as designating any valve device for controlling the flow of pressure to the brakecylinder, and not in its correct or technical sense.

It is evident that after minor and inexpensive changes are made a clamp or locking device may be applied to the many valve devices or triple valves now in. actual use.

I claim- 1. In combination with a device for actuating fluid-pressure brakes, means for preventing entrance into such device except when the same is charged with fluid under pressure.

2. In combination with a device for actuating duid-pressure brakes, means controlled by Huid-pressure for unlocking the parts of such device whereby unauthorized entrance thereto is prevented.

3. In combination with a device for actuating fluid-pressure brakes, a clamp and a bolt therein for locking together the parts of such device and unlocked by fluid-pressure.

4. In combination with a valve device for actuating duid-pressure brakes and having the usual cap, of a clamp passing over the cap and means for locking such clamp to the valve device.

5. In combination with a device for actuating Huid-pressure brakes, and havinga cap or cover on the valve casing or body, a clamp engaging at one end with the casing and passing over the cap, and a bolt located in the other end of the clamp and engaging the casing.

6. In combination with a device for actuating fluid-pressure brakes and having a cap or cover on the valve casing or body, a clamp engaging at one end with the casing and passing over the cap, a holt located in the other end of the clamp and entering the casing and means for admitting Huid-pressure to act against such bolt to unlock the clamp.

7. In combination with a device for actuating fluid-pressure brakes and having a cap or cover secured to the valve casing or body, a clamp passing over the cap and having a normally outwardly pressed bolt entering the casing, such bolt being stopped in its inward movement when its outer face is flush with the clamp and huid-pressure mechanism for forcing the bolt. inward to unlock the clamp.

8. In combination with a valve device for actuating fluid-pressure brakes and having a cap or cover secured to the valve-casing, such casing having on one side a chamber adapted to be put into communication with the interior of the valve device, a valve for governing such communication, a piston in such chamber, a clamp at one end engaging the casing and passing over the cap, and a bolt located in the other end of the clamp and adapted to enter said chamber.

9. In combination with a valve device for actuating fluid-pressure brakes and having a cap or cover secured to the valve-casing, such casing having on one side a chamber adapted to be put into communication with the interior of the valve device, a valve governing such communication, a piston in such chamber, a clamp which has a hook at one end engaging the casing and which passes over the cap, a spring-pressed bolt located in the other end of the clamp and adapted to enter said chamber, ports and passages between such chamber.

10. In combination with the casing and cap of a valve device commonly known as a triple valve, a clamp 6, having at one end a hook 7, engaging the casing and passing over the cap, such clamp having a spring-barrel in its other end, a spring-pressed sliding bolt in such barrel, such casing having a chamber 15 into which such bolt enters and also having ports and passages connected with the trainpipe pressure in the triple valve, a piston 17 in such chamber, and a valve 2O governing such passages to admit pressure into the chamber against the piston.

MAURY W. HIBBARD.

Witnesses:

SAMUEL E. HIBBEN, LOUISE E. SERAGE.

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